

HD 5118 




• Rl U4 




1906 




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59th Congress, ) HOUSE OF REPRESENTATIVES, j Report 

1st Session. j" I No. 4567. 









LIMITING THE HOURS OF SERVICE OF RAILROAD 
EMPLOYEES. 



May 31, 1906.— Referred to the House Calendar and ordered to be printed. 



Mr. Esoh, from the Committee on Interstate and Foreign Commerce, 
submitted the following 

REPORT. 

[To accompany H. R. 18671.] 

The Committee on Interstate and Foreign Commerce, to whom was 
referred the bill (H. R. 18671) to promote the safety of employees 
and travelers upon railroads by limiting the hours of service of 
employees thereon, having considered the same, report thereon with 
amendments and as so amended recommend that it pass. 

Amend the bill as follows: 

In section 1, on page 2, in lines 4 and 5, strike out the words '"con- 
ductors, brakemen, engineers, firemen, train dispatchers, telegraph 
operators or other," and insert before the word "persons" in line 5 
the word "all;" also in line 6 strike out the words "operation or train 
service" and insert after the word "in" in said line the words "or 
connected with the movement of any train." 

Amend section 2 on page 2 by striking out in line 10 all after the 
word "That," and in line 11 to the word "it." 

In line 18 strike out the words " of rest" and insert in lieu thereof 
the words " off duty." 

In line 19, between the words "a" and "service," insert the word 
"continuous." 

In line 20 strike out "less" and insert "more" and "sixteen" and 
insert "ten." 

In line 22 strike out " of rest" and insert " off duty." 

Strike out all of section 3. 

Change section 4 to section 3. 

Amend newly numbered section 3, page 3, by striking out all of line 
12 and line 13 to and including the word "hereof," and the word " one" 
in said line 13, and insert before the word "hundred," line 14, the words 
" not to exceed five." • \ 



2 LIMITING THE HOUES OF SERVICE OF RAILROAD EMPLOYEES. 

Insert after the word "occurred,'" in line 20, same section, page 3, 
the words "but no such suit shall be brought after the expiration of 
one year from the date of such violation." 

Strike out in last line, page 3, the words "or unforeseen train." 

Insert after the word " God," in first line on page 4. the words "not 
known to the carrier or its agent in charge of such emploj r ee at the 
time he," and strike out in said line the words "occurring after such 
employee has." 

Add at the end of said new section 3 the following: 

Provided further, That the provisions of this act shall not apply to the crews of 
wrecking or relief trains. 

Add a new section to be numbered section 4 as follows: 

Section 4. This act shall take effect and be in force six months after its passage. 

The bill amended as above set forth is printed as a part of this report. 

The ever increasing number of railroad accidents, with attendant 
loss of life and property, calls for remedial legislation so far as such 
legislation is within our power to grant and so far as the same is prac- 
ticable. The Quarterly Accident Bulletins of the Interstate Commerce 
Commission, the data for which is entirety supplied by the railroads 
themselves, disclose a situation not creditable to their management. 
During the last three months of 1905 casualties were reported as shown 
by the following table taken from Accident Bulletin No. 18: 





Passen- 
gers. 


Persons 
carried 
under 
agree- 
ment or 
contract. 


Total (a. b, 
and bb). 


Trainmen. 


Trainmen 
in yards. 




d 

CO 

2 


d 

co 


d 


■s 

'a 


d 

CO 

s 


d 

co 

"a 


d 

CD 

5 


d 

CO 

"p 


d 

co 

5 


d 

CO 
H 




23 
15 


970 
529 

36 


8 
3 

1 


100 
70 

16 


31 

18 

1 


1,070 
599 

52 


113 

56 

29 


663 
356 

267 


18 

4 

1 


179 




60 


Miscellaneous train accidents, including 


64 








Total train accidents 


38 

7777 


1,535 


12 


186 


50 


1,721 


198 


1,286 


23 


303 














28 
16 
17 

76 

41 


262 

1,924 

189 

1, 201 
158 


14 

10 

9 

26 
26 


195 


While doing other work about trains, or 















752 


Corning in contact with overhead bridges, 


2 

24 
18 

44 


2 

538 
524 


1 

6 


4 

18 
61 


2 

25 
24 


6 

556 

585 


79 


Falling from car's or engines, or while get- 


626 




106 








1,064 


7 


83 


51 


1,147 


178 


3,734 


85 


1,758 




82 


2,599 


19 


269 


101 


2, 868 


376 


5,020 


108 


2,061 







If the total casualties for the year 1905 be taken into account, they 
would be found greater than those resulting from the three days' fight 
at Gettysburg. 

The pending bill is not offered as a panacea, but as affording some 
practical relief, not alone to the traveling public, but to the train 
employees themselves, arising out of their excessive hours of employ- 
ment. That long service of the most hazardous and exacting character 
lot conducive to. safety, numerous accidents fully attest. The atten- 
Qo^VgrGss ai*l:.th(? country lias been repeatedly called to the 



HIN 






LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 6 

necessity and efficacy of legislation like that in the pending bill, look- 
ing" to the restriction of the hours of continuous labor of employees 
engaged in or connected with the operation of trains. 

The President in his message to the third session of the Fifty -eighth 
Congress said: 

I * * * would also point out to the Congress the urgent need of legislation in 
the interest of the public safety, limiting the hours of labor for railroad employees in 
train service upon railroads engaged in interstate commerce. 

In his message to the present session he said: 

The excessive hours of labor to which railroad employees in train service are in 
many cases subjected is also a matter which may well engage the serious attention of 
the Congress. The strain, both mental and physical, upon those who are engaged 
in the movement and operation of railroad trains under modern conditions is perhaps 
greater than that which exists in am r other industry, and if there are any reasons 
for limiting by law the hours of labor in any employment, they certainly apply with 
peculiar force to the employment of those upon whose vigilance and alertness in the 
performance of their duties the safety of all who travel by rail depends. 

The Interstate Commerce Commission in its Eighteenth Annual 
Report (1904) made the following pertinent recommendation: 

The part played by excessive hours of labor in causing railroad accidents is a ques- 
tion that calls for serious consideration. The bulletins published by the Commission 
record many accidents where the employees involved have been on duty an excessive 
number of hours, and many complaints from employees that they have been required 
to work for excessive periods of time have been brought to the attention of the Com- 
mission. There are a few roads that have stringent rules to guard against the over- 
working of trainmen, but in most cases the matter is left entirely to the discretion of 
the men and to subordinate officials immediately in charge. These subordinate offi- 
cials, in their eagerness to keep traffic moving, frequently overtax the men, and in 
many cases the men themselves, through greed for making big pay, willingly remain 
on duty for excessive periods of time. If there is a reason for limiting the hours of 
labor in any employment it applies with peculiar force to the operation of railroad 
trains, since the safety of the traveling public is so largely dependent on the alertness 
and intelligence of train employees. 

In the last annual report, that for the } r ear 1905, the necessity for 
legislation preventing excessive hours of labor is set forth as follows: 

HOURS OF LABOR. 

Another important feature of railroad operation is the hours of labor of railroad 
employees, especially of enginemen, conductors, and other trainmen, telegraph 
operators, and signalmen. All these men are constantly charged with delicate and 
responsible duties, and they should never be on duty except when in good physical 
and mental condition. The need of a high standard in this respect and of care on 
the part of supervisory officers to see that proper regulations are maintained and 
obeyed is quite generally recognized, and a considerable number of railroads have 
prescribed rules limiting the hours of work and providing suitable rest periods; but 
these rules often appear to be very poorly enforced. Evidence of overwork appears 
frequently in the accident reports. Besides those cases of men remaining on duty 
because of wrecks or snowstorms or other emergencies there is much irregularity in 
everyday train service. 

The disposition of men to work beyond reasonable limits of physical endurance, 
for the sake of facilitating the business of the railroad or to increase their earnings, 
may be seen in other departments than the train service. Signalmen, who usually 
work regular turns of twelve hours each, sometimes take each other's places in case 
of sickness or an unexpected call of a man away from his home, and thus remain on 
duty thirty-six hours at a time. 

This defect in the service, due to overwork, is frequently discovered in conjunction 
with a deficiency of another sort — inexperience. Men who have been but a few 
months in the service, and who have yet much to learn concerning some features of their 
duties, should be required to comply with the rest-time regulation with the most 
scrupulous care; yet it often happens, as has been shown in the accident records, 
that new men, admittedly less competent for their duties on that account, are the 
very ones who have been put to the additional test of working overhours. 



4 LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 

The title of this bill indicates that it is designed to promote the 
safety of emploj^ees and travelers upon railroads. The fact that the 
statistics show that the number of employees killed and injured largely 
exceeds that of passengers makes pertinent the attitude of employees 
regarding the necessity and advisability of this legislation. 

The following resolutions are therefore herewith presented: 

Resolution passed by the Brotherhood of Railroad Trainmen at its convention at Buffalo, 

N. Y., in the year 1905. 

Whereas a large number of railways are requiring their employees to work an 
excessive number of hours, thereby endangering their lives and those of the general 
traveling public: Therefore be it 

Resolved, That we condemn such a practice and urge Congress to enact a law gov- 
erning the number of hours of service to not exceed sixteen hours for all employees 
engaged in train and yard service, as a large number of accidents that occur on the 
railroads are directly or indirectly traceable to the fact that employees have been 
overworked. 



Resolution passed by the Brotherhood of Locomotive Engineers at its convention at Los 
Angeles, Cal., in the year 1904. 

Be it resolved, That the grand chief engineer be, and is hereby, instructed to pre- 
sent to all subdivisions, for signatures of their members, a petition addressed to the 
Congress of the United States, asking said Congress to enact a national law prohibit- 
ing the excessive hours that engineers on many roads are now held on duty. When 
said petitions are returned to the grand office, the grand chief is instructed to pre- 
sent the same to the Congress of the United States in such manner as he deems best. 

Mr. H. R. Fuller, legislative representative of the various brother- 
hoods of railway employees, including the firemen and conductors, 
strongly urged the committee to enact legislation along the line sug- 
gested in the above resolution, and particularly in favor of H. R. 
18961, which in principle and even largely as to terms does not differ 
from the bill herewith reported. 

Notwithstanding the strong influences in favor of this legislation 
representatives of various railroad systems appeared before the com- 
mittee and opposed it. 

Although this bill makes into law agreements now existing between 
the companies and the various brotherhoods and makes as the maximum 
of continuous service that which now is left for the most part to the 
wish or consent of the employees themselves, the old and oft-repeated 
argument was made that the business of railroads was private business, 
and hence ought not to be subjected to legal restraints; that it was to 
their financial interest to lessen the liability of wrecks as a result of 
overtaxing human endurance by the establishment of "rules of con- 
duct" for their men, and that such rules were better than legal 
prohibition. 

The committee was not persuaded that a " laissez f aire " doctrine 
would be effective in promoting the safety of employees and travelers, 
and hence have recommended the passage of this bill. 

Section 1 of the bill confines the operation of the legislation to any 
common carrier or carriers, their officers, agents, or employees engaged 
in interstate commerce, and defines the word " railroad " so as to include 
all bridges or ferries used or operated in connection with any railroad 
and also all the road in use by any corporation operating a railroad 
whether owned or operated under a contract, agreement, or lease. 
The employees intended to be affected by this bill are all persons actu- 



LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 5 

ally engaged in or connected with the movement of any train. The 
class of railway employees particularly affected are conductors, brake- 
men, engineers, firemen, train dispatchers and telegraph operators, as 
all of these classes have to do with train movements. 

Section 2 of the bill makes it unlawful for any such common carrier, 
its officials or agents, to permit any such employee to be or remain on 
duty for a longer period than sixteen consecutive hours, and whenever 
any such employee shall have been consecutively on duty for sixteen 
hours he shall be relieved and not required or permitted to again go 
on duty unless he has had at least ten consecutive hours off duty. As 
this provision would permit an employee to take a second tour of duty 
without the necessary rest, if he had served any time less than the 
maximum of sixteen consecutive hours on his first tour of duty, it was 
thought wise to provide that when any such emploj^ee had been relieved 
from duty after a continuous service of any period of more than ten 
hours, but less than sixteen, he should not be required or permitted to 
go on duty again until he had had eight consecutive hours off duty. 
As ma,ny runs or tours of duty at present established on various rail- 
road systems now permit employees to complete them in ten or more 
and less than sixteen hours the bill provides in such cases eight instead 
of ten hours off duty. 

In various parts of the country, and especially in the eastern coal 
regions, there are numerous short or branch lines less than 100 miles 
in length. On these lines it is customary to permit return trips, and 
by so doing employees are kept on duty for eighteen or twenty eon- 
secutive hours. The employees themselves prefer such long service 
if thereby they are enabled to return to their homes to spend their 
period of rest. If this bill becomes a law it will be necessary, if the 
men are to spend their period of rest at home, for the railroad com- 
panies to increase the speed of their trains or lessen the ton haul per 
train, or both, in order to bring the turn or tour of duty on such short 
or branch lines within the maximum of sixteen consecutive hours of 
duty. On many such short or branch lines the average speed now made 
by freight trains does not exceed 8 or 9 miles per hour. It would not 
entail much if any hardship upon railroad companies if they increased 
the speed of such trains, nor would the safety of the traveling public 
be endangered thereby. 

Section 3 of the bill, giving the Interstate Commerce Commission 
the power, upon full hearing and for good cause, to reduce the maxi- 
mum hours of continuous duty or uninterrupted rest, as provided in 
section 2, and providing for a penalty for a violation of any such order, 
has been stricken from the bill, objection being made to not only the 
legality but the advisability of making orders of a commission the 
basis for penalties. 

New section 3 provides a penalty of not to exceed $500 for each and 
every violation of the act on the part of a common carrier or any offi- 
cer or agent thereof requiring or permitting any employee to go, be, 
or remain on duty in violation of the provisions set forth in section 2. 
Provision is made for the collection of such penalty by the United 
States district attorney, and his duties in connection therewith are pre- 
scribed. A proviso is added, as follows: 

That the provisions of this act shall not apply in any case where, by reason of 
unavoidable accident or act of God not known by the carrier or its agent in charge of 
such employee at the time he left a terminal, he was prevented from reaching his 
terminal within the time specified in section one of this act. 



6 LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 

Neither is the penalt}^ intended to apply to the crews of wrecking or 
relief trains. 

A new section, section 4, is added, providing that the act shall not 
go into effect until six months after its passage. 

The committee had under consideration the following House bills: 
H. R. 4438, H. R. 16676, H. R. 18671, and H. R. 18961. 

As indicative of the nature and extent of accidents due in whole or 
in part to the overworking of employees engaged in the, movement of 
trains, I herewith append a list taken from the accident bulletins of the 
Interstate Commerce Commission, the list being marked "Exhibit 1." 

Considerable evidence was presented before the committee going to 
show that practically all the "rest rules" of the various railroad com- 
panies of the United States having agreements with their employees 
leave the matter of work beyond the maximum prescribed b} T the rules 
to the discretion of the men themselves. ■ In order to indicate this 
more clearly the following examples are given: 

Union Pacific: After continuous service of sixteen hours trainmen will be allowed 
eight hours for rest before being called to go out, provided the}' so desire. 

Chicago, Milwaukee and St. Paul: When trainmen have been in continuous serv- 
ice so long as to require rest, they shall not be required to go out until sufncien ttime 
has been allowed them to recuperate, men to be judges of their own physical condi- 
tion. Under ordinary circumstances eight hours' rest will be considered sufficient. 
Chesapeake and Ohio: Conductors and trainmen will not be required to double 
out after making a trip unless they consider that they are competent to go or have 
had at least eight hours' rest- 
Louisville and Nashville: After a continuous service of sixteen hours or more con- 
ductors and trainmen shall be entitled to and allowed eight hours for rest at ter- 
minals if they give proper notice of such desire, except in cases of wrecks or similar 
emergencies. 

Illinois Central: Trainmen will be allowed eight hours' rest at terminals after six- 
teen hours' continuous service unless they go out voluntarily. 

Great Northern: After fourteen continuous hours of service trainmen may, after 
reaching terminals, call for and will be allowed eight hours' rest before being called 
out, except in cases of emergency. 

More rules of like character on important railways of the United 
States might be given, but these rules seem to be of the same general 
character, leaving the matter of excessive hours largely, if not entirely, 
in the discretion of the men themselves. It is easy to understand how, 
owing to human cupidity, some emploj^ees will always be ready to 
work excessive hours, even though such excess of work may jeopardize 
the traveling public. In the opinion of the committee, it ought not to 
be left to the discretion of the men themselves as to whether they shall 
work excessive hours or not. In its opinion, the law itself should fix 
the maximum limit and provide sufficient penalties for any violation 
thereof. Neither the cupidity of the men nor of railway managers 
should control in a matter of such vital interest to the public safety. 

As indicated by the resolutions of the Brotherhoods of Locomotive 
Engineers and of Railroad Trainmen above set forth and as indicated 
by Mr. Fuller, the great majority of emplo}^ees affected by this legis- 
lation favor its enactment. Only a few employees on every system 
permit themselves to forget the superior duty the} T owe to the general 
public. Under the present system of agreement between the compa- 
nies and the brotherhoods, by the terms of which it is largely discre- 
tionary with the employee as to whether he shall work hours in 
excess of his contract or not, traffic managers or those responsible for 



LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 7 

transportation do not hesitate to discipline men who invoke the aid of 
their contract in support of rest when called upon to perform excessive • 
hours of labor, and it is the fear of being disciplined and ultimately 
discharged that makes many men work to excess. 

The passage of the pending bill will, on the one hand, permit the 
railroad companies to defend themselves against the cupidity of some 
of their employees who desire to work excessive hours for the sake of 
an increase in their earning, and, on the other hand, will permit the 
employees to protect themselves against being disciplined or discharged 
because of a demand made upon them to work excessive hours. 

It may be difficult to secure a strict enforcement of this measure 
without any provision for an increase in the force of inspectors at the 
disposal of the Interstate Commerce Commission. However, as the 
pending rate bill, which will doubtless be passed at this session, gives 
to the Commission the fullest power to inspect all books*, accounts, rec- 
ords, memoranda, etc. , of common carriers, it will not be difficult to 
secure all such books and records as give exact hours actually worked 
by ever} r employee affected by this act, and the prosecutions for its 
violation by the various United States district attorneys will therefore 
be rendered more possible. 

The necessity for this legislation has been met by the legislatures of 
many States. Those having passed laws fixing a maximum limit of the 
hours of labor and the amount of time allowed for rest are the following: 



State. 


Maximum time above which employees shall 
not be required to work without rest. 


Amount of time allowed for 
rest. 










do 






do... 










Georgia 


do 










Michigan 




Do. 


Minnesota 


[Other than engineers and firemen, 20 hours 


Other than engineers and 
firemen, 8 hours. 




Engineers and firemen, & 
hours. 


Nebraska 




New York 




Do. 


Ohio 




Do. 


Texas 




Do. 









In Great Britain the board of trade regulates these matters, while in 
every country of continental Europe stringent laws against excessive 
hours of labor have been enacted and are rigidly enforced. 

A BILL to promote the safety of employees and travelers upon railroads by limiting the hours o 

service of employees thereon. 

Be it enacted by the Senate and House of Representatives of the United States of America 
in Congress assembled, That the provisions of this act shall apply to any common carrier 
or carriers, their officers, agents, and employees, engaged in the transportation of 
passengers and property by railroad in the District of Columbia or any Teiritory of 
the United States, or from one State or Territory of the United States or the District 
of Columbia to any other State or Territory of the United States or the District of 
Columbia, or from any place in the United States to an adjacent foreign country, or 
from any place in the United States through a foreign country to any other place in 
the United States. The term "railroad" as used in this act shall include all bridges 
and ferries used or operated in connection with any railroad, and also all the road in 



8 LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 

use by any corporation operating a railroad, whether owned or operated under a 
contract, agreement, or lease; and the term "employees" as used in this act shall 
include all persons actually engaged in or connected with the movement of any train 
operation, and notwithstanding that the cars upon or in which they are employed 
may be held and operated by the carrier under lease or other contract. 

Sec. 2. That it shall be unlawful for any common carrier, its officers or agents, sub- 
ject to this act to require or permit any employee subject to this act to be or remain 
on duty for a longer period than sixteen consecutive hours, and whenever any such 
employee of such common carrier shall have been continuously on duty for sixteen 
hours he shall be relieved and not required or permitted again to go on duty until he 
has had at least ten consecutive hours off duty; and no such employee who has been 
relieved from duty after a continuous service of any period more than ten hours shall 
be required or permitted to go on duty again until he has had eight consecutive hours 
off duty. 

Sec. 3. That any such common carrier, or any officer or agent thereof, requiring or 
permitting any employee to go, be, or remain on duty in violation of the second sec- 
tion hereof, shall be liable to a penalty of not to exceed five hundred dollars for each 
and every violation, to be recovered in a suit or suits brought by the United States 
district attorney fn the district court of the United States having jurisdiction in the 
locality where such violation shall have been committed; and it shall be the duty of 
such district attorney to bring such suits upon duly verified information being lodged 
with him of such violation having occurred ; but no such suit shall be brought after the 
expiration of one year from the date of such violation ; and it shall also be the duty 
of the Interstate Commerce Commission to lodge with the proper district attorneys 
information of any such violations as may come to its knowledge: Provided, That the 
provisions of this act shall not apply in any case where, by reason of unavoidable 
accident or act of God not known to the carrier or its agent in charge of such employee 
at the time he left a terminal, he is prevented from reaching his terminal within the 
time specified in section one of this act: Provided further, That the provisions of this 
act shall not apply to the crews of wrecking o r relief trains. 

Sec. 4. That this act shall take effect and be in force six months after its passage. 

Exhibit 1. 

Statement of personal injuries to employees, shoiving causes of accidents, hours on duty, 
and hours of rest, as reported to the Commission since July 1, 1901. 



Killed. 



In- 
jured. 



Cause of accident. 



Hours on 
duty. 



Hours of 
rest. 



Lying beside track sleeping; struek by train 

Asleep on track; struck by train 

Sat on track; went to sleep and was struck by train. 
do 



Sat on track; fell asleep and was struck by train 

Sent back to protect rear of train; fell asleep at side of track; 

struck by train 

Sat on track; went to sleep; struck 

Fell asleep while sitting on track; struck by train 

Sat on track; went to sleep; struck by train 

Engineman dropped crown sheet, blowing out grates, ash pans, 

and connections 

Asleep on track; struck by train 

Sent out to flag train and fell asleep on track 

Out flagging; went to sleep on track 

do 



Supposed to have sat on track and gone to sleep 

Laid down between main track and siding; fell asleep and was 

struck by engine 

Out flagging; went to sleep and was struck by engine , 

Out flagging; sat down on rail and is supposed to have gone to 

sleep 

Out flagging; went to sleep on track 



21 

21 
20 
18 
25 

21 
15 
17 
28 

23 
17 
15 
16 
32 
15 

20 
d24 



(«) 
(a) 
(a) 



(«) 

(a) 



(a) 



« Not given. 

b Without proper rest. 

c Had 48 hours opportunity for rest. 

& Length of time caused by congestion of freight that had to be moved. 



LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 9 

Statement showing train wrecks, with number of hours that trainmen were on duty, and 
hours of rest previous to going on duty, as reported to the Commission since July 1, 1901. 



De- 
rail- 
ments 



Personal injuries, 



Killed. Injured. 



Damage 
to cars. 



Cause. 



Hours 

on 
duty. 



Hours 

of 
rest. 



$2, 000. 00 

500. 00 

700. 00 

600. 00 

1, 300. 00 

3, 050. 00 

1, 036. 00 

6, 656. 00 

1,350.00 

1, 800. 00 

3, 064. 00 

600. 00 
2, 300. 00 
1, 800. 00 
5, 100. 00 
7, 000. 00 

284. 00 
1, 487. 00 

230. 00 

2, 600. 00 
1,285.00 
1, 700. 00 
2,000.00 
505. 00 
2, 050. 00 
5, 900. 00 
4, 905. 00 
14,500.00 

1, 800. 00 

600. 00 
2, 200. 00 

125. 00 
1,300.00 

600. 00 
5, 000. 00 
30, 350. 00 

210. 00 

1, 500. 00 
5, 365. 40 
2, 500. 00 
8, 000. 00 

"466.' 66' 

2, 632. 00 

1, 000. 00 

3,500.00 

400. 00 

500. 00 

500. 00 

883.00 

400.00 

200. 00 

400. 00 
700.00 

4, 000. 00 
425. 00 
400. 00 

1. 100. 00 



a Full rest. 
& Several days, 
c Ample rest. 



Crew falling asleep 27 

Bngineman falling asleep 29 

do 16 

Engineman and brakeman asleep . , 18 

Overlooked train No. 11, mistaking it for No. 5 29 

Running down grade too fast 18 

Running at high rate of speed 18j 

Train not under proper control 22 

Snow plow ran into rear of caboose 18 

Let engine run out at other end of switch 

and fouled main track 18 

Engine crew of freight train forgot passen- 
ger train • 19 

Failed to wait prescribed time 15 

Head-on collision of freight and extra . . 21 

Failure to flag train . ., 15 

Overlooked open switch 20 

Engineman asleep 93 

Conductor not being out on train 20 

Crew asleep 24 

Engineman failed to have engine under 

control 20 

Carelessness of engineman 17 

Brakeman; improper flagging 30 

Misplaced switch 20 

Misunderstanding of signals 18' 

Crew not taking proper precaution 24 

Engineman disobeyed orders 15 

Flagman asleep 16| 

Engineman; train getting away 17 

Conductor failed to give signal 15 

f 48 

Disobeyed signals < rl^ 

Overlooked passenger train 17 

Mistook red signal for green 21 

Did not keep lookout 17J 

Engineman and brakeman asleep 16 

Flagman and conductor asleep 18 

Flagman failed to get back proper distance . 17i 

Not properly equipped with flagging signals. 18 
Running at too high rate of speed; foggy 

weather 17 

Brakeman threw switch without instruc- 
tions and fell asleep 18 

Engineman not seeing flagman in time on 

account of smoke 20 

Engineman of freight pulled out ahead of 

passenger train , 17 

Improper flagging 16 

Disobeyed rule respecting open switch 20 

Engineman responsible; not keeping proper 

lookout 22 

Approaching station at too high rate of 

speed to stop after seeing signal 17 

Not protected by flag 15 

Carelessness of engineman 18 

Flagman did not have flag out far enough. . 17 
Disobeyed rule 99 in notproperly protecting 

train 22 

Conductor and brakeman at fault in mov- 
ing train before track was clear 15 

Brakeman failed to go to far end of car to 

see that they had cleared 18 

Engineman pulled down main track in- 
stead of taking siding as ordered 21 

Failure of engineman to control train after 

passing green signal 26 

Slow signal disobeyed 18 

Flagman not out far enough to protect his 

train; discharged 16 

From not being properly protected 23 

Engineman was asleep; discharged 38 

Brakeman lost control of cars 23 

Conductor failed to set switch for siding; 
brakeman also failed to make proper 

effort to stop train 19 

d Not given. 

« Two hours intermission. 

/ Sufficient rest. 



10 to 20 

12 

14,24 



10 LIMITING THE HOURS OF SERVICE OF RAILROAD EMPLOYEES. 

Statement shoiving train wrecks, with number of hours that trainmen were on duty, and 
hours of rest previous to going on duty, etc. — Continued. 



Colli- 


De- 
rail- 
ments. 


Personal injuries. 


Damage 
to cars. 


sions. 


Killed. 


Injured. 


1 
1 




1 


1 
6 


400. 00 

1, 000. 00 

390. 00 
2, 300. 00 

350. 00 

500. 00 

1, 700. 00 
994. 00 

2, 200. 00 


1 






1 






3 


1 






1 








1 






3 


1 


1 


2 













Cause. 



Conductor and flagman were asleep in ca- 
boose; train had no protection 

Brakeman failed to turn switch; train ran 
in on siding 

Crew went to sleep 

Disobeyed rule 17, train taking siding not 
being in the clear 

Engineman at fault; in going back struck 
cars 

Work train fouled main track without due 
protection. Rule: "An inferior train must 
keep out of the way of a superior train " . . 

Failed to protect train 

Conductor at fault for not having flagman 
out to protect train 

Engineman at fault for not stopping when 
semaphore was against him and not hav- 
ing train under control 



Hours 

on 
duty. 



19 
24 

(*) 
20 



24 



19 



Hours 
of 

rest. 



(a) 



(a) 

w 
(«) 



a Not given. 
bTwo days. 



c More than fifteen hours. 
d Less than seven hours. 



o 



